Automotive system



March 1,1933. w. 'SMI'TH 1,000,470

AUTOMOTIVE sYsTAEM "Filed Feb. 27. 1931 @sheets-sheep 14 Y El f'f`- (Ig3g" a 75 Il lNvEN-roR March 7, 1933. H, p SMlTH 1,900,470

AUTOMOTIVE SYSTEM Filed Feb. 27, 1951 @Sheets-sheet 2 H. P. SMITHAUTOMOTIVE SYSTEM r March 7, 1933,

Filed Feb. 2?, v1951` e sheets-sheet s H. msm-TH 1.900.470

AUTOMOTIVE SYSTEMl Fild Feb. 27, 19:51

Mmh 7, 1:1133.

- 6 sheets-sheet 'v4 K mg r March 7, 1933. H. P, sMn-H 1 1,900,470

AUTOMOTIVE SYSTEM Filed Feb. 27, 1931 6 Sheets-Sheet 5 March 7, 1933. H.P. sMm-i I 1 1,900,470

AUTOMOTIVE SYSTEM Filed Feb. 27, 3.931l 6 Sheets-Sheet 6 Patented Mar.7, 1933 PATENT oFF-ICE A i' HUBERT SMITH, OF EMSWORTH, PENNSYLVANIAAUTOMOTIVE SYSTEM Application led February 27, 1931. Serial No. 518,776.

This invention relates to an arrangement for delivering the power of aplurallty of power units, arranged to operate simultaneously atdifferent variable speeds` to a driven i element, a torque: deliveryelement, or the like. More specifically, the invention relates .to powerdriven vehicles," (automobiles, rail` way vehicles, for example) inwhich thevmrotive power is derived from a plurality of sepa- 10 ratepower units, (internal combustion engines, for example) and delivered tothe traction wheels, without the use of or need for speed change gears,common to gear transmissions.

Heretofore, many attempts have been made to devise mechanisms wherebythe torque, delivered to the traction wheels of a vehicleby an internalcombustion engine, may be caused to automatically increase, as the loadon Vthe engine increases, and to automatically decease as the load onthe engine decreases. Because of the inability to devise suchmechanisnis, gear transmissions have reached their present form ofdevelopment and perfection,

in order that the tractive effort delivered by the traction wheels ofmotor vehicles, may` be varied as required for starting and runningconditions. p

An object of this invention is to utilize a "3 Vplurality ofindependently operable power units as 'a source of motive power and toprovide for the control of the torque delivered thereby for work ortractive purposes, without the use of transmission gears, disc and wheelclutches and the like. e

Another 'object of the invention is to utilize a' plurality of powerunits as a source of motive power and to provide for varying .the torquedelivered by said unitsin accordance 5 with the difference in theoperating speeds of the units.

A further object of the invention is to provide for differentiallycoupling 'a plurality of engines or power units to a driven element f5and varying the torque delivered by varying the difference in theoperating speeds thereof, under certain conditions, `and to provide foraccumulatively couplingsaid engines to the driven element, under otherconditions. v

y A still further object of the invention is to utilize a plurality ofinternal combustion Iengines for propelling a vehicle and to controlthe' tractive effort developed and direction of movement ofthe vehicleby varying the relative speeds of said engines. f l. i

Other objects of the invention will,in part, be apparent and will, inpart, beobvious from the following description and drawings.

The invention embodies the details of con` struction'and the arrangementand combination of parts as will be more fully described and illustratedin the accompanying drawings in which f Figure 1 is a schematicillustration of apxparatusembodying the invention as applied 5 to amotor vehicle;

Fig. 2 is a front view-.in elevation of an intake manifold and fuelsupplyline embodied in the power units or motors of Fig. 1;

' Fig. 3 is adiagrammatic view illustrating a 70 modified form of theinvention as applied to a motor vehicle Fig. 4 is a plan view in sectionof a differential, embodied in the apparatus shown in Figs. 1 and 3 forconnecting the motors or 75 power units thereofito the torque, torsionor drive shaft of the vehicle; i

Figs. 5 and 6 are modified forms of differ-l entials that may besubstituted :for the di-f- 8,

erential shown in Fig. 4; s. v

Fig.- 7 is a view, looking in the direction of arrows VII-VII on Figs. 1and 3, ofia brake mechanism embodied .in the arrangements shown in saidfigures;

85. Fig. 7 a is a view looking in the direction o f A `of the leversshown in, Fig. 9 thereby to control the relative speeds of the powerunits, thetorque delivered to the traction wheels of mq y While theinvention herein disclosed has many and varied applications, itsadaptability to vehicles, such as automobiles, trucks, busses, railwaycars and the like will be described. For purposes of illustration, anautomotive vehicle is chosen in order that` the invention and its mannerof operation may be simply and clearly disclosed.

In Fig. 1- ofthe drawings a motor vehicle designated generally by thereference .character 15 is illustrated schematically. The usual frontwheelshave been omitted'from the illustration in.order not to crowd thedrawing and thereby obscure the invention.

Vehicle 15 includes traction wheels 16 mounted on axles 17 mechanicallyconnected by a differential 18. The differential 18 is commentopractically all motor cars; hence the details of construction thereofhave been omitted, a general indication thereof being sufficient forthose skilled in this particular art.

In accordance with standard practice, th differential gears (not'shown)connected to the axles 17 .are driven by a shaft 19. Shaft 19 is oftenreferred to as a torsion shaft or a drive shaft, but in its broaderaspects it may be referred to as a torque delivery element.

In order that tractive effort may be delivered to wheels 16, thereby topropel the vehicle, a plurality of separate independently operable powerunits may be provided. For simplicity two power units 20 and 21 are-shown. In practice the power Iunits may take the form of any well knowntype of internal combustion engine.

Theparticular enginesillustrated are -of the four-cylinder type, fourspark 'plugs 22 being indicated so that it may be apparent byinspection, the general type of internal combustion engine that may beemployed. While a four-cylinder type engine has been mentioned andindicated in Fig. 1, it is to be understood that each engine may includeany number of cylinders.

In practice engine 20.mayl have considerably more horsepower capacitythan engine 21, so that a high powered engine maybe employed to propelthe vehicle when heavily loaded, and so that a lower powered` or small-.er engine may be utilized to propel the vehicle under light loads, orunder heavy loads where the roadbed is relatively fiat or level.`

It is quite generally known that the internal combustion enginesemployed for propelling motor vehicles are larger than necessary exceptfor unusual occasions, and that for the most part the engines operateunder light loads. When -so operating such engines are 'relativelyinefiicient. Internalcombustion engines ordinarily operate at' maximumefliciency when so loaded that they must develop approximately theirmaximum horsepower.

Since relatively high starting torques are required to start a motorvehicle from rest,

the lusual type of motor vehicle has a gear transmission, whereby a highgear reduction may be obtained .between the engine and the in motion,the internal combustion engine connected directly to the torsion shaft.

When so connected, the vehicle moves at a much higher speed but thetractive effort delivered to the Wheels is much lower than when thevehicle is starting from rest.

In the present case, thevpower units orengines 2O and 2l are soconnected to the torsion sliaft-lQ'that by varying the relative speedsof the engines the torque developed by or transmitted through shaft 19to the tracive Wheels 16 may be varied from a maximum, of a very highvalue, to a minimum or lov value. The minimum or low value would befixed .by the minimumtorque which could he developed by one or the otherof the engines operating alone without stalling.

The manner in which the engines are connected to the torsion shaft19 issuch that by operating one ofthe engines at a higher speed than theother, the vehicle may he propelled in the forward direction, or in thereverse ll ferential 23 by means of a shaft 28 and bevel gears 29 and30.' As shown in Fig. 1 the crank shafts of engines 20 and 21 turn in'such a direction that shafts 2 5 and 28 turn in opposite directions asindicated by arrows 31 and 32, respcctively.

The engines may also be arranged to have the crank shafts turn in thesame direction.

In such a case, bevel gear 30 would 'be moved in towards thedifferential and mesh with gear 29 on'the side indicated-at 30.

Clutch 24 may be of any standard form or construction. For lsimplicity asimple cone' type of clutch has been illustrated. As shown, the clutchcomprises a drive element 33 fixedly mounted to crank shaft 34 of engine20 and;a slidablc element 35 slidabij:

mounted on and splined to shaft 25. Ele- 2? .1y coupl'ed to a drivenshaft.

- transmitting Vpower to differential 18.

- Since gears 39 and 40 have the same num.

ment of the clutch may be moved into engagement with element 33 or 'outof engagement therewith as shown in Fig. 1 by means of a clutch shiftingdevicev 36. Clutch shifting device 36 is illustrated in detail in Fig. 8of the drawings.

Differential 23 is illustrated in detail in Fig. 4 of the drawings.'However, other forms of differential may be utilized lto differentiallyconnect motors 20 and 2.1 to the torque or 'torsion' shaft 191i Severalforms of differential are illustrated in Figs. 5 andv 6, inclusive.

Before going into the manner of operatingr the vehicle propelled bymotors 20 and 21, as illustrated in Fig. 1., the. details ofconstruction of differential 23, as illustrated in Fig. 4 and the clutchshifting device 36, as illustrated in Figs 8, will be described'indetail.

As illustrated in Fig. 4, the differential 23 comprises differentialshafts 37 and 38 to the adjacent ends of which bevel gears 39 and aresecured by keys 41. Bevel gears 39 and 40 mesh-with pinions 42 which arerotatably mounted in a differential cage 43. Differential cage '43carries a ring gear 44 that meshes with a pinion secured to torsionshafti19. Shaft 37 carries the-bevel gear 27 and shaft 38 .carries thebevel gear As will be apparent from Fig. 1, the rela# tive positions ofbevel gears 26 and 27, and 29 and 30 are. such that when shafts 25 and28 are rotating ,or turning in the directions indicated by arrows 31 and32, differential shafts 37 landi-38 will turn in opposite directions asindicated by" arrows 46 and 47. Therefore, gears 39 and 40 ofdifferential 23 will turn in opposite directions. o

Because of the novel use to, which differcntial 23 has been put. thedifferential may be referred to as a device having' at least two drivegears differentially coupled to a driven element, or a torque deliveryelement. Also 'the arrangement may be referred to'as cornprising atleast two drive shaftsdifferential- In the first case, the drive gearsinclude bevel gears 39 and 40 differentially coupled to a driven element. comprising cage 43, ring gear 44, pinion 45 and torsion shaft 19;the differential coupling means including the pinions 42. In the vsecondcase, the drive shafts include( shafts 37 and 38 differentially coupledby differential 23 to driven shaft 19; shaft 19 may 'l also:` beconsidered as a torque delivery elelnent since it is under atorsionalstress while ber of teeth it will beapparent that when these gears arerotating in opposite direc! tions at the same speed, the differentialcage 43 will not turn.. Therefore, torsion shaft 19 will not turn.Therefore, it follows-that j if vehicle 15 istostand still or at rest,while the engines are running, the speed of engines 20 and 21 must be soadjusted that gears 39 and 40 will rotate or turn in opposite directionsat the .same speed. v

If the speed of engine 2,0 is increased to a value above that at whichengine 21 is operating, it will `"be apparent that gear 39 ofdifferential- 23 will turn faster than gear 40. 'l`herefore,|differential cage 43 will turn in the saine direction as gear 39 but ata speed which is a function of the difference in the speeds of rotationof gears 39 and 40. Hence it may be said that the' differential cage 43will turnv at a speed which is a function of the difference in thespeeds of operation of motors 20 and 21.

lfVhere a high starting torque is required to start the vehicle in theforward direction, y the speed of engine 21 maybe reduced to a valueslightly below :that of engine 20. so as to obtain a slight differencein rotating'l speeds between gears 39 and 40 of differential 23. Whenthis differencel in speeds has been obtained, the differential cage 43will turn slowly inthe direction in which gear 39 is turning therebyturning the torsion shaft 19 slowly or at a speed which is determined bythe ratio'of the number of teeth in ring gear 44 to the number of teethin bevel gear 45.. i.

When the operating speeds of engines 2() and 21 have been so adjusted,the speeds of both engines maybe gradually increasedi-o as to maintainthe difference in speeds sub-Y stantially constant. Therefore, as thespeeds of. operation of the two engines are increased sin'iultaneously,the `torque delivered to shaft 19 will be gradually increased to a veryhigh value. After the vehicle has been set in motion. its speed may beaccelerated by gradually decreasing the speed of engine 21 while engine2() operates at a high speed; yor the, vehicle may be accelerated byincreasing the speed of motor 20 and simultaneously decreasing the speedof motor 21. When the vehicle has been accelerated to a speed at whichmotor 20 .is capable of propelling it without overloading, engine` 21may be stopped. In this case engine 20 Willv be operating directlythrough the differential 23, and gear cage 43 will be rotating at thesame speed as gear 39.

Y, lVhen engine 2l has been stopped, pro.

driven by engine 20, a brake mechanism 49 is4 provided. Thls mechanism1s illustrated 1n Fig. 7.

One end of the brake band-is secured to a pin that extends 4through alever 561 medially of4 its ends, while the other endof the band issecured to` a fixed pivot 57 that serves also as the pivot 'for lever.56.

In the arrangement shown in Fig. 7lever 56 is normally urged, by aspring 58, towards that position in which the brake is set or applied.

To provide for positivelyr releasing the brake, when the manner in whichthe vehicle is operated, so requires, a cam member 59 is provided. Cammember 59 has a flat surface 60 and an upwardly inclined cam surface 61.VVhen'member 59 is moved to the left, as viewed from Fig. 7 a, lever 56rests upon fiat surface 60, in which position, spring 58 pulls lever 56downwardly whereby the brake band is tightened to set the brake.

If member 59 is moved to the right as viewed from Fig. 7a, cam surface61 raises lever 56, against the opposing force of spring 58, whereby thebrake band is loosened and the brake released.

As shown in Figs. l, 3, 7 and 7a, cam member l59 is moved tobrake-setting and brakereleasing position by the fork member of theclutch operating mechanism 36 associated with the respective clutches.`except in the case of the brake mounted on shaft 28. The brake on shaft28 is arranged to be operated by a lever h.

When the brakes 49 are mounted on shafts having clutches thereon (seeFigs. 1 and 3), the loperating mechanisms are so arranged that thebrakes are set when the clutches are in disengaged positions.' However,the brake on shaft 28 will be set when engine 2l is not operating, orwhen the engine is operating but a braking action is required'to reducethe speed of the motor.

Clutch operating mechanism 36 is illustrated more in detail in Fig. 8 ofthe drawings. As there illustrated, clutch element 35 has a splinedconnection with shaft 25, as

indicated at 64, and is slidable along the shaft.

Clutch element 35 has a flange 65 (see Fig. 1)

spaced from the back face of the clutch elc- 'i ment. lBetween fiangeand the back face of the clutch element is placed a collar 66 made intwo parts held together by bolts 67. The collar is loosely mounted onthe clutch element so that the clutch element may rotate without turningthe collar.

In order that the clutch may be moved to release and clutchingpositions, respectively, a fork 68 is provided which is pivotallymounted on a pin or stub shaft 69. The prongs of the forks straddle thecollar 66.A The ends of the prongs of the fork may be apertured toreceive lugs 70 which are free to turn in the apertures formed in theprongs. By turning the fork 6.8 on its stub shaft, clutch element35 ismoved back and forth on shaft 25. The upper end of fork 68 may beconnected at 71 to'a foot pedal common to motor vehicles, so that theoperator-'by actuating the pedal may either move the clutch element intoengagement lor out of engagement as required.

'trolled in accordance The` fuel necessary to operate motor 20 maybetaken from a carbureter (not shown) that delivers fuel in atomized formthrough a pipe or fuel line 72 to a manifold 73 that distributes thefuel mixture to the cylinders vof the engine.l To control the amount offuel supplied to the engine, and hence its power and speed of operation`a valve of any form -A `7 7 and 78 are provided in fuel line 75. Valves77 and 78 are utilized when both engines are operating.

When motors 20 and 21 are operating differentially, valves 74 and 78 areoperated in unison, in one direction. while valve 77 is actuated in theopposite direction; that is, as valves 74 and 78 are opened, valve 77 isclosed and vice versa. speeds up, the other slows down. The mechanis-n1for operating valves 74, 77 and 78 is illustrated in Fig. 9 of thedrawings and will be described in detail hereinafter.

, Tooperate the vehicle 15 shown in Fig. 1, clutch 24 is moved to theposition shown, in which position the engine 20 is disconnected fromshaft 25. Motors 2O and 21 are started by cranking in the usual manner.After the engines have started, their ,speeds of operation are adjusteduntil they are operating at substantially the same speed, preferably atidling speed. Clutch element 35 is then gradually or gently moved intoengagement with clutch element 33. lVhen clutch 24 has been moved intoclutching position, both engines maybe speedcd up simultaneously to aTherefore, as one engine.

value that will be conducive to easy starting -move the vehicle, motor20 may be speeded up as motor 21 is slowed down. Whether or not thespeed of motor 2() lis increased or permitted to remain ysubstantiallyconstant while the speed of motor 21 isl beingv re-I duced willdependup'on starting conditions, the rate of acceleration desired, theroad bed, etc. In any case the 'motors 'will be conthe operator.

with the judgment of When the vehicle has been accelerated to such aspeed that motor 1s capable of propelling the vehicle, engine 21 may bestoppedpacity. If, on account of the steepness of the grade or bad roadconditions, motor 20 is not capable of developing the torque required topropel the vehicle, motor 21 may be speeded up so that the torquedelivered to the wheels 16- may be sulicient to propel the vehicle. Thespeeding up of motor 21 under such conditions will be the equivalent ofshifting gears in the present type of' motor vehicle from highlgear tosecond gear, or to low gear. I y

The aforementioned description of operation applies in the case'wherethe vehicle is moving in the forward direction. To reverse the vehicle,the engine speeds are adjusted to equal values as in the case Where thevehicle is to be start-ed from rest. The vehicle may be reversed byoperating motor 21 at a higher speed than motor 20. When so operatingthe motor ring gear 44 will turn in the same direction as differentialgear 40 thereby reversing the direction in which torque shaft 19 turnsand the vehicle is therefore driven in reverse.

In Fig. 3 of the drawingsan arrangement is shown whereby motors 20 and21 may be connected either, differentially to torque shaft 19 oraccumulatively. By this arrangement the engines may be connecteddifferentially where high starting torques are necessary to start andaccelerate the vehicle to running speed. Where heavy load conditions orsteep grades are encountered, y the motors would be connectedaccumulatively. When connected accumulatively, the motors operate inparallel and the power developed by each is transmitted through bevelgears 26 -and 27 to differential gear 39, the pinions 42 andthe ringgear 44 to the torque shaft 19. The system shown in Fig. 3 permitsoperation of either engine by itself, to-propelthe vehicle in theforward direction, or operation of both engines connected eitheraccumulatively or differentially to the torque shaft.

As shown in Fig. 3, engine 2O transmits its power from its crank shaft34 through clutch 24, an intermediate or idling shaft 79, clutch 80,shaft 81 and bevel gears 26 and 27 to differential 23. The crank shaft28 of engine 21 is connected to a shaft 82 .on which is mounted a gear83. Gear 83 is free to turn on shaft 82, and meshes with a gear )84-secureld to shaft 25 so -as to rotate or turntherewit Gear 83 carries aclutch element 85 similar to yclutch element 33 shown in' Fig. 1 of thedrawings. One end of shaft 82 carries a movable two-working positionclutch element 86 which is Asplined to shaft 82 in the same mann-er thatclutch element 35 of clutch 24 (see Fig. 8) is splined to shaft 25.Clutch element 86 has a friction face 87 arranged to frictionally engagethe friction face of clutch element 85. It also 4has a friction face 88arranged to have frictional engagement with aclutch element 89 carriedby a shaft 90. As shown in Fig. 3 shaft 9() carries bevel gear 29 thatmeshes with bevel gear 30 mounted i on differential shaft 38, the sameas shown in Fig. 1.

It will be apparent from Fig. 3, that clutch 86 has two-workingpositions. When in one position face 87 has frictonal engagement withclutch element and when in the other of its Working positions work face88 has frictional engagement with clutch element 89. Clutches 8O and 86may beoperated by -clutch shifting mechanisms such as shown in Fig. 8.Since they are shown -a's similar, these clutch shifting mechanismsandtheir Icomponent parts will be designated by thev i All of the clutch4shifting mechanisms shown in the drawings same reference characters.

may be operated either by foot pedals or hand levers so mounted in thevehicle as to -be convenient for the operator or driver.

lf it is desired to operate motors 20 and 21 differentially; that is, toconnect the motors differentially totorque shaft 19, engine 20 may becran d and started either by hand or by a starter motor such as commonlyused with motor vehicles. When engine 20 has been started it may beutilized as a cranking motor for engine 21. A

To crank engine 21 in this manner clutch 86 may be actuated or shiftedto that position gines should now be adjusted to equal speeds.' i

When they have .been adjusted to equal speeds` clutches 80 and 86 areoperated so that shaftv 81 is coupled through clutch 80 to'shaft 9, andso that clutch 'face 88 of clutch 86 engages clutch element-89 mountedon shaft 90. When the -engines are operating at the same speeds, thevehicle willl not 4move for the reason set forth in the description ofop# eration of the vehicle shown in Fig. 1. Engines 20 and 21 may nowbespeeded up simultaneously to a predetermined speed depending uponstarting conditions as affected y the load on the vehicle Aand thecondition of the road bed.

When the speeds of the engines have been adjusted to the desired value,the speed of motor 21 is decreased and that ofl motor 20 increased, ifnecessary, until the vehicle has, been started and accelerated to that oerating speed at which motor 20 is capa le of driving the vehicle underits own power. Whenl this speed has been reached, motor 21 may be shutoff and the clutch 86 moved to the position shown in Fig. 3. When inthis position, shaft 90 is locked or held against rotation by a brake49, such as shown in Fig; 7. If the load onthe vehicle or the grade ofthe highway is such that motor 20 cannot efficiently handle the load,clutch 86 may be moved to that position in which clutch face 87 engagesclutch element 85. When so connected motors 20 and 21 are accumulativelycoupled to the torque shaft 19. By operating motors 20 and 21 at theproper speeds, the load may be equally vdistributed between them orinproportion to their horsepower capacity.

With the arrangement shown in Fig. 3, mo-

tor 20 may be utilized to propel the vehicle by itself after the vehicle,has been started and accelerated to running, speed or motor 21-m`ay beutilized to perform this work. Since both motors may be utiliz-ed topropel the vehicle in the forward direction while operating alone, it isdesirable in the interest of economy that motor 20 be materially largerthan motor 21. Both motors are utilized to accelerate and propel thevehicle.

After the vehicle has been accelerated yto the proper speed, motor 20may be utilized to pro el the vehicle. In this case under proper loa.conditions motor 20 may be operated at or near full load `and at itsmaximum ef- When the vehicle isA lightly loaded motor .21, if thesmaller motor,l may be-utilized to therefore, bev apparent that thearrangement shown in Fig. 3 is one which`may be operated economically.

'In case motor 21 only is to be used to prol .pel`the vehicle, clutch 24is shiftedto the l alone, clutch 86 is moved to `the position in whichclutch face 87 engages clutch elementosition shown in Fig. 3, after thevehicle has en accelerated to that speed at whi ch motor 21,when'operating alone,-is capable `of handling the load. If motor 21 isAoperating (and vclutch 80 is moved -to clutching position. It will,therefore, be apparentthat y29 or on shaft 90 in place of the'bevel gear29 which is mounted thereon as illustrated .in

Fi 3. y

age may,`in practice, be rotatably mounted on shaft 25 of Fig. 1 orshaft 81 of Fig. 3 and on the torsionV shaft 19 illustrated in bothFigs. 1 and 3. The differential shown in Fig. 5 includes also a bevelgear 98 keyed to shaft 25 and a bevel gear 99 keyed to torsion shaft 19.Bevel gears 98 and 99 mesh with pinions 100 rotatably mounted on stubshafts 101A journalled in cage 95. lVith the arrangement shown in Fig.5, the motor which would be connected to shaft 25 may be materiallyvlarger than the motor which would be connected to shaft 28.

It will be apparent by inspection of Fig. 5 that torsion shaft 19 willturn at a speed which is proportional to or a function of the differencebetween the speed at which bevel gear 98 is driven by shaft'25, and thespeed at wvhich cage 95 is driven by ypinion 97 and ring gear '96,pinion 97 being driven by shaft 28. It will also b apparent that shafts25 and 28 whichare drive shafts with respect to shaft 19, aredifferentially connected to shaft 19. .y y

In Fig. 6 of the drawings a still further modified form 'of differentialis illustrated. This differential may be desi atedI as a planetary typeof differential an comprises a differential cage 103 having internaland'external ring gears 104 and 105 attached thereto. Gears 104 and 105may be forned as an integral part of the cage or as separate parts soconstructed that they may be fixedly secured to the cage. Thedifferential also includes aplanetary gear platevr 106, pinions 107 thatmesh with-.the internal ring vgear 104 and inions 108 that mesh lwith aear 109 keye to torsion shaft 19., The p anetary gear plate may be keyedto shaft 25, in case in Fig. 3is utilized. Asv shown, pinions 107 and108 are mounted on and keyed to stub shafts 110 `which 'are journalledin plate 106..

Ring gear 105 meshes with a pinion 111 which is keyed either to shaft28, 1n case, the arrangement shown in Fig. 1 is employed, or to shaft 90if the differential is used in the arrangement shown in Fig. 3. Asshafts 25l and 28 aredriven, gear 109A will be driven at a speedwhich isproportional to or a function of the'difeience between the speeds at las gear 109.

` The principle of operation of the diiferen tials shown in Figs. 5 and6 is the same as that set forth in the description of the difential 23has been fully set forth, it is be- -leved that further detaileddescription as to the operation of the differentials shown in Figs. 5and 6 is unnecessary.

1n Figs.v 9 and 10 of the drawings a system of levers is illustrated foroperating valves 74, 77 and 78 to Acontro-l the speed and per-4 formanceof motors 20'and 21.

Valve 74 which controls the speed and performance of motor 20 isconnected to a crank 123 that is operated by a link 124. Link 124 .isconnected to a crank 125 secured'to a' r0- tatable shaft 126. Shaft 126may be turned by a lever arm 127, the outer end of which is connected bya link 128 tol a bell crank 129 which is pivoted at 130. Bell crank 129is arranged to be operated as a foot pedal by the operator or driver ofthe vehicle.

Valve78 associated with motor 21 is connected to a crank 131l which inturn is pivotally connected to a push'rod 132. Push rod 132 isyieldingly urged to the right as viewed from Fig. 9 by a spring 133, theterrsion of which is so adjusted that valve 78 is normally urged towardsclosed position.l

When the engines 20 and 21 are accumulatively connected to the torsionshaft 19 in accordance with the arrangement shown in v Fig. 3, valves 74and 78 are operated contemporaneously:- that is. they are opened andclosed in unison so that the motors will be synchronized, so to speak.In order that valves 74 and 78 may be operated in unison, a crank 134 isprovided. Crank 134 is mounted on shaft 126. A lug or block 135 mount-edon push rod 132 is placed in front of the lower end of crank 134 so thatas the crank turns in a clockwise direction, push rod 132 A clockwisedirection. As the crank-and lever are opened. While the Valves 74 and 78are move in this direction, the Valves 74' and 78 being so opened,spring 133 is elongated so that when the operator releases his foot fromthe bell crank 129, the spring 1 33 will retract push rod 132. As pushrod 132 is retracted,

crank 134 is turned in a counter-clockwisel "direction, turning shaft126 'in the same diferential 23. Since the operation of differrectionand consequently lever 125 which acts to close'valve 74 acting throughconnect? ing link 124 and crank 123.

Where motor 21 only is to bc'utilized as a propelling motor, valve 78may be operated by a foot pedal 137. Foot pedal 137 acts against a blockor lug 1.38 fastened to push `rod 132. As foot pedal 137 is depressed,"

arm 139 thereof is turned in a clockwise direction moving push rodl 132to the left there-- by opening the valve. To close the valve theoperator merely releases his foot from the pedal, for, in this case, thespring 133 acts to retract the push rod 132.

lf it is desired to operate the vehicle in reverse, valves 74 and 78 areadjusted until motors 20 and 21 are operating at substantially the samespeed or at such speeds that `unison by actuating the foot pedal 129,and

valve 77 is operated in" the reverse direction or opposite direction.yThat is if valves 74 and 78 are opened, valve 77 is closedwhereby asmotor 20 increases in speed motor 21' decreases in speed.

Valve 77 is connected to a lever 14.() which in turn is connected to apush rod 141. Push rod 141 carries a lug 142 that forms a bearing for alever 143 secured to shaft 126. Shaft 141 also carries a lug 144 thatforms a bearing for lever 145 mounted on a stub shaft 146. The upper endof lever 145 is connected by a link 147 `to mechanism 36 that operatesclutch 86 (see Fig. 3). When motors20 and 21 are accumulativelyconnected to torsion shaft 19, inV accorda-nce with the arrangementshown in Fig.' 3, clutch 86 engages clutch element 85. When the clutchis in this position connecting link 147 is'pulled to the right as viewedfrom Fig. 9 and lever 145 is actuated tothe positionshown in Fig. 9 inwhich position push rod 141 is held in such a position that valve 77 isWide open. Valves 74 and 7.8 may, therefore.l be'operated in unison byfoot pedal 129 as aforesaid to obtain synchronous operation of themotors.

. To operate motors 20 and A21 in the manner intended when' they areconnected differentially to torsion shaft 19, clutch 86 is actuated intoengagement with clutch element 89.` When in this position lever 145 isturned in a counter-clockwise direction by rod 147 that interconnectsthis lever with the clutch operating mechanism of clutch 86 and causesblock or lug 142 to abut against the free end of lever 143. A

In order to increase the speed of motor 20 and to decrease the speed ofmotor 21 or vice versa foot pedal 129 is actuated by dei pressing it inthe manner aforesaid whereby valve 74 is opened. As aforesaid, shaft 126turns in a clockwise direction when valve 74 is being opened; therefore,since the shaft is turningin this direction, lever 143.is also turningin a clockwise direction and moving away from block 142. As lever 143 ismoving away from block 142 push rod 141 is moved to the right by aspring 148. Therefore, it will be apparent that as valve 74 is opened,Valve 77 is being closed b v spring 148 as lever 143 is tuined in aclockwise direction. To increase the speed of motor 21 above from thesteering wheel of the vehicle'by an arrangement such as shown in Fig.10. This arrangement would be utilized where the moltors are connecteddifferentially to torsion shaft 19. The apparatus illustrated in Fig..1() comprises a shaft 150 mounted within a steering pest or column 151.The upper end of shaft 15() is connected to a hand lever 152 which maymove from neutral to forward position or from neutral to reverseposition. By moving hand lever 152 to the left towards y reverseposition where the vehicle is caused to move in the reverse directionand when towards forward position the vehicle is ac# celerated in theforward direction. If hand lever 152Y is moved to neutral position thevehicle will come to rest.

The lower end of shaft 150 carries a bevel gear152 that meshes with abevel gear 153 mounted on a shaft 154.` A crank 155 is secured to shaft154 and isconnected at its outer end to a link 156. Link 156 in turn isconnected to a crank 157 that Ais secured to a shaft 158. A lever 159 ismounted medially of its ends on shaft 158 and is utilized to operatelinks 160 and 161 respectively.

'Connecting rod 160 has a lost motion connection at 162 with lever 159and is pivotally connected at its upper end to foot pedal 137. Anadjustment nut 163 is provided at the lower end of link 16() so that therelative positions of lever 159 and footpedal 137 lmay be determined.according to operating requirements.

Link 161 has a lost motion connection at its lower end with lever 159and is pivotally connected to an arm 165 secured to shaft 126. The lowerend of link 161 carries an adjustment nut 164 whereby the relativepositions of shaft 126 which carry't-he valve yoperatinfT levers andarms, and lever 159 may be a justed to suit operating requirements. Withthe adjustment shown in Fig. 9, valv'es 74 and 78 are in their closedpositions when lever 159 occupies a horizontal position.-

If it is desired to operate the vehicle in a forward direction underhand control, the operator moves lever 152 towards forward position.When the lever is moved in this direction, connecting rod 156 is movedinthe direction of the arrow 167 -whereby lever 159- is `turned in acounter-clockwise direction. W'hen'moving in lthis direction link 161 ispulled downwardlyv turninfr shaft 126 in a clockwise direction wherevalve 74 is opened to increase ,the speed of- Imotor 20 above that speedat which motor/2l is operatmg.

in the manner previously described-herein. W'hen level' 159 turns in acounter-clockwise direction,- the right hand end thereof moves upwardlyon rod or link 160 so that the position of valve 78 which controls motor21 is not disturbed.

. To operate the vehicle in the reverse direction under hand control,hand lever 152 isA moved towards reverse position.' When moved in thisdirection rod 156 is moved in the direction of arrow 170 whereby lever159 'is turned in a. clockwise direction. When turning in this directionthe left hand end of this lever moves upwardly on rod 161 so that theposition of valve 74 is not disturbed or changed. However, link or rod160 is pulled downwardly thereby depressing foot pedal 137 whereby valve78 is opened to in- "crease the speed of motor 21 with respect to thespeed at which motor 20 is operating.

Thevehicle will then move in the reverse directlon 'in the m-annerpreviously described herein.-

Fromy the above it will be apparent that when both motors are operatingdifferentially, the speed and direction in which the vehicle ispropelled may be -controlled from the steering wheel by merely/movinghandA lever 152v towards reverse or forward position as the case may be.The vehicle may be brought to rest, by shifting lever 152 to neutralposition in which position the speed of the motors are adjusted'to equalvalues or to such values that the differential gears driven by thesemotors will be driven in opposite directions at the same speeds.

rIf engine 21 is materially smaller in horsepower capacity than engine20, it will be apparent to those skilled in the art that engine 21 maybe connected .through reduction gearing to differential shaft 28 in casethe The vehicle will then move forward lio to ring gear 96 or 105 incase'the di Logomadifferential shown in Fig. 4 is em erentials shown inFigs. 5 and 6 are employed. If such is the case it will be apparent thatengine 21 must operate at a much higher speed than engine in order thatthe relative speeds of the driven differential gears will be such thatthe torque shaft 19 will be stationary. If engine 21 is connected byreduction gearing, such as referred to above, it will be apparent vthatwhen this engine is slowed down the compression of the engine will bemore effective to reduce the speed of the differential element drivenby' this engine. Hence, the torque delivered by torsion shaft 19 may becaused to vary in gradual incremental steps from a maximum value to thatvalue which obtains when engine20 is operating alone or when engine 21is running at idling speed.

lVhile various modifications and changes may be made in theautomotivesystem hereinshown and described without departing from the spirit andthe scope of the invention, it is to be understood that only suchlimitations shall be placed on the invention as are imposed by the priorart and the appended claims.

lVhat I claim as new and desire to secure by Letters Patent is:

l. In combination,'two gears, a driven element having pinions common toand mating with said gears, whereby the speed of rotation of said drivenelement is a function of the difference in speed of rotation of saidgears, a separate power unit for driving each gear, means for ladjustingthe speed of said power units to such values that said gears are drivenin opposite directions at the same speed whereby the speed of saiddriven ele-Y ment is zero and means for varying the speed of one of saidpower units, thereby to drive said driven element at a speed' which isa" function of the difference in the speed of rotation of said gears,and means for coupling said power units did'erentially and accumulatively.

2. In combination, two gears, a driven element having pinions common toand mating with said gears, whereby the Speed `of rota` tion ofsaiddriven element is a function of the difference in speed of rotationofsaid gears, a separate power unit for driving each gear, means forsimultaneously operating said power units at different speeds, means forconnecting both of said power units in .driving relation with one ofsaid gears, and

means for locking the other pear against rotation when. said units areboth drivin the same gear, and meansV for couplingsaid power unitsdifferentially, and accumulatively. A

3. ln a motor driven vehicle havin at least two wheels driven by atorque s aft operatinggthrough a dierential coupled te tlvelyfcouplingsaid power units to the torque s a t. y

4. In a motor driven vehicle having at least two wheels driven byatorque 1shaft operating through a differential coupled to# vsaid wheels,two power units, means coupling said power units to the torque shaftdifferentially, and means operating upon said coupling means adapted totransmit the power of said units to the torque shaft accumulatively.

5. In a motor driven vehicle havin at least two wheels driven 'by atorque saft operating through a differential coupled to said wheels, twopower units, means cou lpling said power units to the torque shaft loyedor said wheels, two power units, means coupling said power units tothe'torque shaft differf entially, and'means for attimesaccumulafdifferentially, gears disposed between said motors andsaid differential `,ueans in driving relation with each other, andclutch mechaf nisms arranged to act on said gea-rs in such manner thatboth engines operate accumula-4 tively through said differential meansto drive" said torsion shaft. y

6. In a motor vehicle havingat least two wheels arranged to imparttractive effort to the roadway, said wheels being mechanically kcoupledthrough a differential, a plurality of power units carried by saidvehicle, means connecting said power units to the torque shaft andarranged to drive said shaft at al speed that is proportional to thedifference in the speeds at which saidlpower units operatingY alone willdrive said shaft and means for at times transmitting the power from,

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at' a speed that is proportional to the did'erl ence in the speedsatwhich said powerunits operating alone would drive said shaft, and vmeans for at times transmitting the power from said units accumulativelythrough. said connecting means to the torque shaft.

8. In combination, two separate independently operable power units, adrive shaft connected to one of said units, a gear rotatably mounted onsaid shaft, a clutch element rotatably mounted on saidl drive shaftandlse cured to said gear, a driven clutch elementy slidably mounted onsaid drive shaft, a driven shaft having a clutch element attachedthereto, 'and a brake arranged to permit turning of saiddriven shaftwhen driven shaft from turning when said shaft is not driven thereby,said driven clutch element being arranged to frictionally engage eithertheA by its associated power unit and to hold the 4 I sha-ft geared tosaid driven shaftand having a diHerential gear thereon, a driven clutchelement connected to the shaft of the other power unit, an idler shafthaving a clutch element movably mounted thereonand arranged tofrictionally enga e said driven clutch element, a, gear fixe on saididler shaft and meshing with said first mentioned drive shaft gear, aclutch element secured to said second named gear, a driven shaft havinga clutch element slidably mounted thereon, said clutch element, whenfrictionally engaging said second named gear clutch element beingarranged to drive said driven shaft, a brake operable upon said secondnamed driven shaft to permit rotation thereof when-the engine driving itis operating and to prevent rotation thereof when the engine isinoperative, a. second differential shaft geared to said second nameddriven shaft, a differential gear mounted o n/said second nameddifferential shaft, a rotatable differential cage having pinionsrotatably mounted thereon and meshing with said different-ial gears, aring gear carried bysaid housing, a torsion shaft having a pinionthereon meshing with said ring gear, and\ means for operating said powerunits at different variable speeds whereby said torsion shaft is causedto turn at a speed which is a function of the difference in speeds ofsaid power units, said clutches when actuated to certain positionscausing said power units to operate differentially upon said torsionshaft, and when one of said clutches is actuated to another position,the said power lunits operate accumulatively to drivesaid torisionshaft.

9. In combination, two internal combustion engines each having a fuelline for the admission of acombustile mixtureto the cylinders thereof, aclutch associated with one of vsaid engines, said clutch having twoworking positions, a valvein the fuel line of the en- -gine having thetwo working position clutch,

a link connected to said valve, means yieldingly urging said link to aposition to close the valve, a lever connection between said two workingposition clutch ,arranged to hold said valve open when 'said clutch isin one of its working positions, av valve'in the other of saidfuel'lines, a link connected to said valve to open and close the same,and a system of levers arranged to operate both of said valve actuatinglinks to thereby operate said valves simultaneously when said clutch isin another of its working positions, one of said valves operating toincrease the speed of one engine, and the other valve operating todecrease the speed of the other engine. 10. Inl a motor driven vehiclehaving wheels driven by a torque shaft, the combination of a pluralityof driving units and means for coupling said drivin units to said torqueshaft differentially an accumulatively.

11. In a motor driven vehicle having Wheels drivenby a torque shaft, thecombination of a plurality of driving units co'upled to the torque shaftdifferentiall and means for accumulatively coupling sai units to thetorque shaft. Y12. In a motor driven vehicle having wheels driven by atorque shaft, the combination vof `driving units, means for cou-l plingsaid units to the torque shaft differentially, and means co-operatingwith said first-mentioned means for coupling said units` to the torqueshaft accumulatively.

\13. In a motor driven vehicle having wheels driven by a torque shaft,the combination of driving units for said shaft, said units beingnormally differentially coupled tosaid torque shaft, and means foraccumulatively coupling said units to said torque shaft, said meansincluding a two-way clutch device.

14. VIn a motor driven vehicle having Wheels arranged for impartingtractive effort, said wheels being mechanically coupled to a torqueshaft, the combination of a plurality of power units differentiallyconnected to said torque shaft, a fuel line for each of said powerunits, a buttery valve positioned in the fuel line-of each of saidunits, an additional valve positioned in the line of one of said unitsspaced from the first mentioned valve positioned therein, and a levermechanism for normally operating the .two valves positioned in one ofsaid lines in opposition to-each other, and additional lever mechanismco-operating with said first mentioned lever mechanism forsimultaneously operating the valve in the other fuel line in the samedirection as one of the valves in said second fuel line, so that therelative speeds of the power unitsmay be varied simultaneously orindependently.

15. In a motor driven vehicle having wheels arranged for impartingtractive effort, said `wheels being mechanically coupled to a torqueshaft, the combination of'a plurality of driving units,- said units beindifferentially coupled to said torque shaf one of said units including ashaft having a suitable gear Iounted thereon, another of said unitsincluding a two-part shaftl having driving and driven members, the'driving member of said two-part shaft having gear means forco-operatingy with said first mentioned gear so that said units may bedriven accumulatively thereby, the driving member of said two-part shafthaving a two-movement clutch member slidably splined'thereto, the drivenmember of said two-part shaft having a clutch face rigidly securedthereto for co-operating with said two-way clutch member, so that-*saidpower units may drive said torque shaft differentially when said clutchmember is in engagement with thel clutch face ofvsaid driven shaft.

`member slidably splined'to the Vextending' s end of the drivingmemberof said two-part vl Iclutch element of said loosely mounted gear shaftfaclutch face rigidly secured to said loosely mounted gear and tothe endof the driven member of said two-Way shaft, said two-way clutch beingdisposed for non-cooperating at one time with the-clu`tch face of saidloosely mounted gear and the vClutch face of said driven shaft, andbeing.dis} :)osed for at 'another time co-peratingwith the and couplingsaid gear to the=driving member of saidtwo-part shaft andl driving'saidtorque shaft accumulatively, said ltwo-way I l shaft, the combination ofa plurality of drivclutch beingdisposed for at another time co-operatingwith a clutch element of said driven member and connecting saidl drivenmember to said driving member and driving said torque shaftdifferentially.`

" 17. In a motor driven vehicle having wheels arrangedforimpartingtractive effort, said wheels being coupled to a torsion ing mechanismsdifferentially connected to said' torsion shaft, means inter-connectingsaid driving units with each other and with said torsion shaft indifferent relations for at one time accumulatively connecting saiddriving units to said torsion shaft, for at another timedifferentiallvconnecting said units thereto, and for at a still furthertime connecting either: one ,of said units to said torsion shaft .and atthe same time disconnecting the other of said units.-

1'8. In a motor driven vehicle havin Wheels driven by a torsion shaft,the combination of a plurality of driving units, means units to thetorsion shaft differentially, means for at another time connecting saidunits accumulatively to said torsion shaft, all said "above mentionedmeans ce-operating with additional means for at other timesindependently connecting either of said drivingunits tosaid-torsionshaft and for at the same time disconnecting the other of said drivingunits'. 19. Ina `motor driven vehicle having wheels arranged forimparting tractive effort, a differential, said wheels beingmechanically `connected to said differential, the combinaing mechanismsbeing connected to said differential througha pluralityof clutch orcoupling mechanisms, another of said units being connected to saiddifferential through a two-way clutch or coupling mechanism, saiddriving units having gear means 'co-operating with said two-way clutchfor at times` connectin them together, and means for shifting t e saidcoupling mechanisms and changingsaid driving units from an accumulativeto adifferential connection, and for disconnecting either one of thedriving units 5 and connecting the other unit to said differential. -1 vl 20. In a motor driven vehicle xhaving wheels arranged for impartingtractive effort, said wheels' being mechanically coupled through atorsion shaft, the combination of a plurality of power units connecteddifferentially to said torsion shaft, one of said units having atwo-part shaft consisting of driving the extending end of the drivenmember of lsaidtwo-part shaft', so thatsaid clutch member can be movedinto and out of co-ope'rative relationshipl therewith, the drivingelement Y of said three-Way shaft having a clutch Aface secured to theend thereof, the idling memberV i of said three-part shaft having aslidable y clutch member splined to the end thereof .adjacent saidclutchface, for at times co-operating therewith and driving said idlingmember, a gear having a clutch face securedthere- L to securely mountedon the other end of said idling member, the driven member of saidthreepartshaft having a slidable `clutch element splined to the endthereof adjacent the fixed clutch face of the idling member for at timesizo-operating therewith, said loosely g mounted gear of said two-partshaft being disposed for co-operating with the gear mem- 0 ber mountedon said 'idling member of the I for at agiven tune coupling said drivlngthree-part shaft, said clutch mechanisms being operative for at one timeconnecting said powerfunits `ac'cumulatively to said torsion shaft andat another time connecting said power Lunits differentially toy saidtorsion -I shaft and for at another time permitting the separateutilization of the driving power of each of saidpow'er units. i I l Intestimony hereof, I have hereunto sub-

